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I own a couple of V8 cars and one is supercharged. After 600hp it’s hard to get them to hook up with street tires. I’m running PS4s on the 700rwhp car and you have to be careful laying into it. The tires on this cars aren’t 911 wide so it isn’t apples to apples but I’m guessing there is a sweet spot for the 911 with rear wheel drive only. My guess is it’s GTS turbos fitted and tuned, curious to what others think who have access to the upgrades.
Really enjoy this thread, thanks.
agreed. awesome thread and i love to see what flat 6 and me are doing.
i tend to agree with you on the hp figure as well, 500 hp on a modern rwd 911 is more then enough to use on the street. on a track with long straights it might be different ... but it is awesome to see the potential of the 992 era cars.
ME's dyno reads higher than ours, we've taken cars down there for tuning on their dyno too. We don't get too hung up in the numbers, mostly looking at deltas on our end. The S4 Carrera vs stock TTS plot was more just a quick comparison as the goal of this Project was to see if we could take a base Carrera and make it faster than a stock 992 TTS.
Just FYI, here were two tests we've done recently on our Hub Dyno and an AWD Linked DynoJet (Real Street Performance's Dyno) with a TTS. The tuned 992 TTS picks up considerable power with tuning. I want to focus on the Carrera build in this thread but we're always happy to share data and info/details. We work hard to hold our testing protocols consistent. For us, the dyno results help us validate manufacturer claims and help advise clients who have different needs. We're not in the business of trying to break records or hit particular numbers. Same with our Dragy testing, it's about holding the testing consistent and seeing what it would do for any Joe at their local stop light. We're vendor agnostic but have a lot of experience with different set-ups and over time we test/learn what works best for particular situations.
I agree 100%. That's why the drag strip is the only reliable indication of true horsepower. Which is why all the tuners eventually test at the strip to back up dyno numbers. The dyno is very useful for relative change, of course.
Amazing. Your first post on this forum is to question the info offered by a site sponsor who has well known expertise in the area of what is being presented.
1st post or 1000th, doesn't really matter when you're right. Hp and torque always cross at 5 thousand two hundred and 50 rpm. They do not on that chart so I was just asking why? flat 6 cleared it up so we're good. Really not all that amazing.
I own a couple of V8 cars and one is supercharged. After 600hp it’s hard to get them to hook up with street tires. I’m running PS4s on the 700rwhp car and you have to be careful laying into it. The tires on this cars aren’t 911 wide so it isn’t apples to apples but I’m guessing there is a sweet spot for the 911 with rear wheel drive only. My guess is it’s GTS turbos fitted and tuned, curious to what others think who have access to the upgrades.
I have a M Engineering stage 1 91 ACN tuned 992 S... about as mild of a tune as one can get. RIght now, when the weather is still relatively warm, the traction is awesome and I can hook up very well most of the time. I've switched to 315 PS4S in the rear and that has also helped. However, in the fall and winter when the temps go to low 70s and below, it becomes very easy to roast the tires off the line or even when just cruising at low speed and punching it in 1st gear. I tried launching it when it was 60 degrees out and the car got completely squirrley. The combo of the denser air producing more power and the colder temps reducing traction pretty much made it have dangerously little traction in 1st and shifting fast into 2nd will also lead to an extended burn out.
So yeah, even with about 500 RWHP, it's hard to hook up and a car with stock S/GTS turbos tuned will be pretty damn fast and a good balance btw power vs traction. I'm tempted to try the super expensive 355-25-21 PS4S tires though.
1st post or 1000th, doesn't really matter when you're right. Hp and torque always cross at 5 thousand two hundred and 50 rpm. They do not on that chart so I was just asking why? flat 6 cleared it up so we're good. Really not all that amazing.
Your "2" posts on the forum are all about you being "right". Hope you feel better now. Wow.
Actually it's at 5252 rpm if we're playing that game. I'd rather just enjoy this thread though just waiting for my T next month, getting it through break-in then tuning it. Not sure about turbos yet...
Actually it's at 5252 rpm if we're playing that game. I'd rather just enjoy this thread though just waiting for my T next month, getting it through break-in then tuning it. Not sure about turbos yet...
Good one. Love it.
Hope you get your car soon and enjoy it!
3rd and 4th feels plenty fast for sure but it doesn’t feel nearly as violent as 1st and 2nd of course. Also, it’s rare that I’m redlining 3rd gear (110 mph) and I’ve never redlined 4th as it takes the car up to 146 mph. Fastest I’ve driven is maybe 135 mph or so.
For all driving speeds and conditions, the M engineering tuned car feels noticeably faster than stock.
Quick question.. let's assume I order the GTS turbo's and use the M-engineering flash tool to map. What will happen when I bring the car to Porsche for a service. Will a potential upgrade flash overwrite the map and move the car in limp mode?
Quick question.. let's assume I order the GTS turbo's and use the M-engineering flash tool to map. What will happen when I bring the car to Porsche for a service. Will a potential upgrade flash overwrite the map and move the car in limp mode?
You can uninstall the M-Engineering tune prior to a dealer visit. It is not common that they would reflash the ECU unless there was a recall or campaign update that required it. You can always ask your service advisor prior to going in. For maintenance and most dealer activities, they're just resetting or recalibrating certain modules that doesn't impact the tuning calibration.
10-15-2023, 12:28 PM
